US2353919A - Fuel supply means - Google Patents

Description

ly 18, 1944. RQ A; MORTON' 2,353,919

FUEL SUPPLY MEANS Filed Aug. 22, 1941 2 Sheets-Sheet l- INVENTOR: I

73/2 Mayra/v y 4- R. A/MORTON 2,353,919

FUEL SUPPLY MEANS Filed Au /22, 1941 2 Sheets-Sheet 2 4. w J 38 l 40 /2 I 35 36 l II I I Z? L Y 51m c 5 INVENTORI :3 BY ,4 NOE/0A I j I I Patented July 18, 1944 UNITED STATES PATENT OFFICE 12 Claims.

This invention relates to devices for use in connection with an internal combustion engine for supplying fuel to such engine, and it has particular reference to a combination of devices capable, selectively, of supplying high volatile fuels, such as butane, and less volatile fuels such as gasoline.

In such devices for supplying high volatile fuel to engines as have come to my notice, liquid fuel from a storage tank is first passed through diaphragm controlled regulating devices for reduction to atmospheric pressure. And because such pressure reducing operation is accompanied by a drop in temperature, it is in such devices found necessary to provide therein or in connection therewith some sort of heat exchanger in order to insure a constant supply of volatile fuel.

The system of the present invention operates on an entirely different principle. While, in the prior art, so far as known to me, liquid fuel is taken from the storage tank and passed to the carburetor, it is the main object of this invention to take only gaseous fuel from the tank. In doing this, I not only dispense with expensive, non-metallic diaphragms, but I take into the carburetor a mixture free from dirt or sediment and so can dispense with fuel cleaning and screening devices, such as commonly used in connection with carburetors.

It is a further object of the invention to pass such gaseous fuel through. certain novel valvecontrolled chambers for metering before reaching and becoming mixed with air in its passage to the intake manifold. It is a still further object to provide novel means for controlling both the fuel flow and the air flow so as to insure passage of the proper mixture into the manifold under all operating conditions. Another object is the provision of simple means for selectively controlling high and low volatile fuel supply to the engine.

Other objects and the many advantageous features of the invention will be appreciated upon perusal of the following detailed descrip tion, and reference is invited to the accompanying drawings in which a preferred form of the invention is illustrated.

In the drawings:

Fig. 1 is a sectional side elevational view of a high volatile fuel carburetor embodying the invention;

Fig. 2 is a plan view of parts of Fig. 1, as they appear when removed therefrom;

Fig. 3 illustrates other parts of the device removed therefrom; and in Fig. 4, the entire system of the invention is outlined.

The carburetor of my invention, in the form and construction illustrated in the drawings, comprises a casing l, suitably mounted on a base 2, as by screws 3. Examination of Fig. 1 of the drawing shows that this casing and base are mainly divided into two parallel, cylindrical chambers A, B, within which the moving parts of the carburetor are mounted.

The base 2 is shown perforated to receive a bushing H), which is coaxial with the chamber A and is held rigidly in position therein by a threaded nut H. A stem [2 is fitted to slide in this bushing, and it terminates in a valve head IZ which latter is yieldi-ngly held against a seat l3 of the bushing I3 by a spring M, as will now be more fully explained. The upper portion, I2 of this stem is reduced to receive a valve disc I5, which by a spring I6 is held against the shoulder of the stem at the base of said reduced portion. Because the sprin I6 is more powerful than the spring l4, it is to be noted that the disc [5 normally is maintained in position on its seat, and that the valve head l2 is yieldingly held pressed against the seat Ili as aforesaid. The valve disc I 5 is made large enough in diameter slidably to fit Within the upper the chamber A. V

The mechanism just described remains in the position shown while the engine, to which it is attached, is not running. The moment,- however, that the engine is started, it is found that suction through the manifold, to which the up per flange I of the casing is operatively con nected, in practice, creates a partial vacuum below the valve disc 55, sufiicient to draw the latter downward against the tension of the spring It.

A fuel pipe I! is shown cut into the base 2, through which gaseous fuel passes into the space below the valve head l2 and, when the latter moves downward with the disc l5, into a passage C of the base. A cone-shaped, thimble-like mem ber 29 is shown seated on the base within and in axial alinement with the chamber B, and this member is conveniently held in position thereon by a threaded nut, as shown. A second, similarly shaped element 2| is of a size to fit rotatably over the member 2t, and it is made with rows I of perforations ZI for registration with corresponding rows of perforations 29 of the cone member 20. The gaseous fuel which has pen portion of trated the chamber C rises through the cone member 20 and, when these two members are set in certain positions, in a manner which will be described presently, it is found that the gaseous fuel will pass through these perforations into the chamber B. A light spring 22 is preferably placed above the member 2| for the purpose of maintaining the latter properly seated on the cone member 2|]. The member 20 is at the top fitted with a short stem 23, to which a threaded nut 24 is applied for the purpose of maintaining the spring 22 in position.

A cylindrical sleeve 25 is, at the top. shown rigidly seated in a recess 26 of the casing, and this sleeve is made with rows of axially directed perforations 25*. A second sleeve 21 is rotatably seated on the outer surface of the sleeve 25. and

this sleeve has perforations 21 for registration with the perforations 25*.

In view of the foregoing brief description, it is seen that suction through the manifold opens the valve I2 to permit gaseous fuel to pass into the chamber B, when the cone perforations are brought into mutual registration, and that air is drawn past the valve disc I5 and up through the chamber B, there to become mixed with the gaseous fuel flowing thereinto. This mixture is then drawn directly into the manifold. It is also noticed that the inflowing air and gaseous fuel become primarily metered at the valve disc l5 and at the valve I2 respectively; that the air becomes finally metered at the sleeve perforations 25 21 and that the gaseous fuel becomes finally metered at the cone perforations 20 2| In considering this final metering, it is important to note that the perforations 2|] are not axially directed on the cone, but slightly inclined thereon; also that the perforations 2| differ in shape, being circular at the top and gradually widening toward the left, whereby the right edge of these perforations is axially alined and the left edge arranged on a slant substantially corresponding to the inclination of the perforations 20.

It is noticed that the cone member 2| is made with a base flange 2|, from which extends a laterally directed arm 2|. The sleeve member 21, on the other hand, is part of an annular base 21 from which an arm 21 extends to rest on the arm 2|. A circular row of perforations 2| are made in the arm 2|, for engagement by a pin 28, which is carried by a resilient clip 29, of the arm 21. This pin locks these arms together for rotation of the cone 2| and sleeve 21' on the cone member 20, within the limits of a slot l of.

the casing. I

The perforations of the stationary sleeve 25 are axially directed, as best shown in Fig. 3, and so is the left edge of the sleeve perforations 21, but it is noticed that the right edge of the latter is inclined in the direction opposite to the left edge perforations of the cone perforations 2|*-.

Having these conditions clearly in mind, it'

should be understood by those versed in the art that passage through the cone and sleeve perforations may be substantially or entirely out off when the pin 28 is seated in the last perforation at the left of the arm 2|, as indicated in Fig. 3, and the arms are swung to the left limit of the slot I Commencing now to rotate the members 2|, 21 on the stationary cone 20, in counterclockwise direction, it is seen that the lower, right corner of the perforations 21 first move into registration with the perforations 25*; also that the bottom perforation 2| first moves into registration with the bottom perforation 20. Further rotation brings additional perforations in line until, at the limit of the rotative movement of the two members, air and fuel can pass through all the perforations.

While in the drawings, I have shown four rows of passages, I wish it understood that this number may be modified; also that the size of the passages through the sleeve 25 and the size and number of perforations in each row of the stationary cone 20 must be determined in relation to particular operating conditions, as well as to the grade of fuel to be used; but the ratio of fuel to air is modified by relative rotation of the cone 2| and sleeve 21, as above explained, the pin 28 maintaining the members in any chosen position of adjustment. The arm 2 is shown fitted with 'a pendent stud 30, on which a link 3| is hung,

and this link is in any suitable manner extended to a position within convenient reach of the op erator. A spring l8 may be added to help maintain the sleeve 21 in position on the flange 2| Backfiring through the carburetor, due to leaking valves or the like, may occur in any equipment of the type herein considered, and is particularly dangerous where high volatile fuel, such as butane, is used. Means should be employed to protect the device against damage from such occurrence, and such means is here shown embodied in the mechanism supporting the valve disc l5. Any back pressure through the carburetor suflicient to overcome the tension of the spring IE, will cause the valve disc to rise and to permit the compressed substance below the disc to escape through a series of openings I. The

spring will return the disc to normal position the moment the pressure is relieved and danger of this substance reaching the fuel supply line is eliminated.

It may under certain conditions be found desirable to provide means for installing the device of the invention in combination with a gasoline carburetor, and convenient means of effecting such combination is outlined in Fig. 4. The above described device, or any modification thereof which comes within the spirit of the invention, is in the drawing designated by the numeral 35, and 36 denotes an updraft gasoline carburetor of any commercially well known construction. The 'two devices are shown bolted to a tubular yoke 31 which, in turn, may be bolted to or connected with the engine manifold (not shown). This yoke is shown centrally perforated to receive a valve 38, which may be rotated to control the -passages from the carburetors. An operating 1ever 39 is suitably mounted to control the operation of this valve, and a link 40 extends from this lever to a position within easy reach of the operator. It is readily seen that this valve may be set to connect one of the carburetors, or the other, with the engine manifold.

Connections to the gasoline carburetor, being well known in the art, are not here illustrated, but connections to the device of my invention are further shown to comprise a fuel storage tank 4|, from which the conduit l1 leads to the space below the valve l2 It is important to note that this connection rises from the top of the tank and not, as is usually the case, from the bottom thereof. It is important because, under atmospheric conditions, some gaseous fuel will always be found above the liquid level of the tank, and it is in this condition thatthe fuel shouldbe admitted to the carburetor of my invention. -'And it is well at this time to point out that, generally,

it is only when for some reason insufficient gaseous fuel is present for the use of the engine, that switching to the gasoline carburetor is resorted to. The fuel tank should otherwise be made and equipped in accordance with present day practice. It is, for example, necessary to provide a suitable, commercially well known safety valve, which may be set to blow off when the pressure within the tank reaches a predetermined safety limit. Such valve is conventionally outlined at 42, in Fig. 4. Y i

Under very low temperature conditions, it may be found advisable in order to insure a sumcient supply of gaseous fuel, to place within the tank a tubular coil, as indicated in Fig. 4, at 45, and

to connect this coil with the water circulating system of the engine. A valve 46 is shown cut into this device and it is, by means of a valve lever 4! and link 43 connected for manual control by the engine operator. may be found most convenient it is, of course, possible to substitute devices employing engine exhaust gases for this purpose, or it may be found preferable to employa heating coil cut into the ignition system.

Because of pressure variations within the tank,

it may be found advisable to add pressure regulating means between the tank and the device of the invention but, because only gaseous fuel is taken from the tank, it is found that any ordinary, commercially well known gas regulator may be used, and it is not illustrated in the drawings.

In common with other internal combustion engines, the operation of the present fuel intake system is controlled by a throttle, and. such throttle is, in Fig. 1, designated by the numeral 50. As the function and operation of such throttle is well known in the art, no further mention thereof is thought necessary.

While herein 1 have shown described preferred forms of the invention, I do not Wish to be limited to the precise construction, form and shape shown, but reserve the right to embody such modifications as will come within the scope of the appended claims. It may, for example, be

preferred to enclose the carburetor combinationand gaseous fuel inlets and a mixing chamberbeyond said inlets communicating with a passage to the engine, valves in said inlets controlled by engine suction, a cone-shaped fuel metering device in said chamber, a passage from said fuel inlet through said metering device, an air metering device encompassing said fuel metering device, and a passage from said air inlet to the said air metering device.

2. Fuel supply means for an internal combustion engine comprising, a carburetor having air and gaseous fuel inlets and a cylindrical mixing chamber beyond said inlets communicating with a passage to the engine, valves in said inlets controlled by engine suction, a cone-shaped fuel metering device in said chamber, a passage from said fuel inlet through said metering device, an air metering device encompassing said fuel metering device, a passage from said air inlet to the said air metering device, and means operable during normal operation of the engine for controlling passage through said fuel and air metering devices.

While this arrangementtrolled by engine suction, a cone-shaped fuelmetering device axially rising through-said chamber, a passage from said fuel inlet through said metering device, a coaxial cylindrical air metering device encompassing said fuel metering device, and a passage from said air inlet to the said' air metering device.

4. Fuel supply means for an internal combustion engine comprising, a carburetor having air and gaseous fuel inlets and a mixing chamber beyond said inlets communicating with a passage to the engine, valves in said inlets controlled by engine suction, a cone-shaped metering device in said chamber, a passage fromsaid fuel inlet through said metering device, an air metering device encompassing said fuel metering device, a passage from said air inlet to the said air metering device, means controlling the passage through said fuel and air metering devices, and means controlling the setting of one of said metering devices relative to the other.

5. Fuel supply means for an internal combustion engine comprising, a carburetor having air and gaseous fuel inlets and a mixing chamber beyond said inlets communicating with a passage to the engine, valves in said inlets controlled by engine suction, a cone-shaped fuel metering device in said chamber comprising an inner cone having passages through its side wall, a passage from said fuel inlet through said inner cone passages, an outer cone rotatable on said inner cone during normal operation of the engine and having passages for registration with said inner cone passages, an air metering device encompassing said fuel metering device, and a passage from said air inlet to the said air metering device.

6. Fuel supply means for an internal combustion engine comprising, a carburetor having suction controlled air and gaseous fuel inlets and a cylindrical mixing chamber, a cone-shaped member axially seated in said chamber and made with perforations in its sidewall, a passage from said fuel inlet through said cone to the said perforations, a second cone-shaped member fitted to rotate on said first named cone member, said second member having perforations for'registration with said first perforations upon rotation of said second cone member on the first cone member extending to the station of the engine operator, rotating means for said second cone member, an air metering device encompassing said cone members, and a passage from said air inlet to the said air metering device.

7. Fuel supply means for an internal combustion engine having coaxial air and gaseous fuel inlets and a mixing chamber beyond said inlets communicating with a passage to the engine, a metering device in said mixing chamber, a valve seated in and normally closing said fuel inlet, said valve having a stem coaxially extending through said air inlet, and a valve disc on said stem normally closing said air inlet, engine suction causing said valves to open passages to said metering device.

8. Fuel supply means for an internal combustion engine having coaxial air and gaseous fuel inlets and a mixing chamber beyond said inlets, a metering device in said mixing chamber, a valve seated in and normally closing said fuel inlet,

said valve having a stem coaxially extending through said air inlet, a valve disc on said stem, means yieldingly maintaining said valve and valve disc in position to hold said inlets closed,-

engine suction causing said valves to open passages to said metering device against the tension of said closing means.

9. Fuel supply means for an internal combustion engine having coaxial air and gaseous fuel inlets leading to a mixing chamber, a metering device within said chamber, a stem coaxially seated within said inlets and terminating in a relatively small valve at said fuel inlet, a relatively large valve disc axially slidable on said stem, and means yieldingly maintaining said valve and disc in position to close said inlets, engine suction causing the valves to open passages to said metering device.

10. Fuel supply means for an internal combustion engine having coaxial air and gaseous fuel inlets leading to a mixing chamber, a metering device within said chamber, a stem coaxially seated within said inlets and terminating in a relatively small valve at said fuel inlet, a relatively large valve disc axially slidable on said stem, and means yieldingly maintaining said valve and disc in position to close said inlets, engine suction causing the said valves to open passages to said metering device, back pressure from the engine causing said valve disc to recede and to open passage through said air inlet to the atmosphere.

11. Fuel supply means for an internal combustion engine having suction controlled air and gaseous fuel inlets and a mixing chamber beyond said inlets communicating with a passage to the engine, a cone-shaped fuel metering device within said chamber comprising inner and outer cone members having passages for mutual registration, an air metering device encompassing said fuel metering device comprising inner and outer sleeve members having passages for mutual registration, arms on said outer members, connections from said arms to the station of the engine operator for rotating said outer members on the inner members to control the passage of air and fuel to said mixing chamber, and means associated with said arms for rotatively adjusting one of saidrotatable members relative to the other.

12. In a fuel supply means for an internal combustion engine, a cylindrical casing coaxially seated within said casing comprising a stationary inner sleeve member and a sleeve member rotatable thereon, a coaxial fuel metering device within said air metering device comprising a stationary inner cone member and an outer cone member rotatable thereon, the members of both metering devices having passages therethrough, means for manually rotating said outer members on the inner members to bring said passages into mutual registration, and means associated with said manual rotating means for rotatively adjusting one of said rotatable members relative to the other,

ROLLA A. MORTON.

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